FLIGHT MANUAL FOR THE LAK-17A SAILPLANElak.aviaserv.com/failai/LAK17A FM.pdf · 0 JOINT STOCK...

0

JOINT STOCK COMPANY ”SPORTINE AVIACIJA”

Pociunai, LT-4340 Prienai, Republic of Lithuania

FLIGHT MANUAL

FOR THE

LAK-17A SAILPLANE

(Issue No.2)

Model: LAK-17A

Serial Number:

Registration:

Date of Issue:

Pages identified by "Appr." are approved by the European Aviation

Safety Agency

Original date of approval: 21 April 2006

EASA TCDS No.EASA.A.083

This Manual should always be kept on board of the sailplane

This sailplane is to be operated in compliance with the regulatory

information and limitations contained herein.

0

LAK-17A SAILPLANE FLIGHT MANUAL 0

Issue No.2 Author Date: 2004 04 05 Page 0.1

Rev. No.0 K.Juočas

0.1 Record of revisions

Any revision of the present manual, except actual weighing data, must be

recorded in the following table and in the case of approved sections endorsed by

the responsible airworthiness authority.

The new or amended text in the revised page will be indicated by a black

vertical line in the left hand margin, and the revision number and date will be

shown on the bottom left hand of the page.

Rev.

No.

Affected

Section

Affected

Pages

Date of

Issue

Approval Date of

approval

Date of

Insertion

Signature



Rev. No.0 K.Juočas

Rev.

No.

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Pages

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Rev. No.0 K.Juočas

0.2 List of effective pages

Section Page Date of Issue Section Page Date of Issue

0 0.1 2004 04 05 5 5.1 2004 04 05

0.2 2004 04 05 Appr.5.2 2004 04 05

0.3 2004 04 05 Appr.5.3 2004 04 05

0.4 2004 04 05 Appr.5.4 2004 04 05

1 1.1 2004 04 05 6 6.1 2004 04 05

1.2 2004 04 05 6.2 2004 04 05

1.3 2004 04 05 6.3 2004 04 05

1.4 2004 04 05 6.4 2004 04 05

1.5 2004 04 05 6.5 2004 04 05

1.6 2004 04 05 6.6 2004 04 05

2 2.1 2004 04 05 6.7 2004 04 05

Appr.2.2 2004 04 05 6.8 2004 04 05

Appr.2.3 2004 04 05 6.9 2004 04 05

Appr.2.4 2004 04 05 6.10 2004 04 05

Appr.2.5 2004 04 05 6.11 2004 04 05

Appr.2.6 2004 04 05 6.12 2004 04 05

Appr.2.7 2004 04 05 6.13 2004 04 05

Appr.2.8 2004 04 05 6.14 2004 04 05

Appr.2.9 2004 04 05

3 3.1 2004 04 05 7 7.1 2004 04 05

Appr.3.2 2004 04 05 7.2 2004 04 05

Appr.3.3 2004 04 05 7.3 2004 04 05

Appr.3.4 2004 04 05 7.4 2004 04 05

Appr.3.5 2004 04 05 7.5 2004 04 05

4 4.1 2004 04 05 7.6 2004 04 05

Appr.4.2 2004 04 05 7.7 2004 04 05

Appr.4.3 2004 04 05 8 8.1 2004 04 05

Appr.4.4 2004 04 05 8.2 2004 04 05

Appr.4.5 2004 04 05 8.3 2004 04 05

Appr.4.6 2004 04 05 8.4 2004 04 05

Appr.4.7 2004 04 05 9 9.1 2004 04 05

Appr.4.8 2004 04 05

Appr.4.9 2004 04 05

Appr.4.10 2004 04 05

Appr.4.11 2004 04 05



Rev. No.0 K.Juočas

0.3 Table of contents

Section

GENERAL (a non-approved section) 1

LIMITATIONS (an approved section) 2

EMERGENCY PROCEDURES (an approved section) 3

NORMAL PROCEDURES (an approved section) 4

PERFORMANCE (a partly approved section) 5

WEIGHT AND BALANCE (a non-approved section) 6

SAILPLANE AND SYSTEMS DESCRIPTION 7

(a non-approved section)

SAILPLANE HANDLING, CARE AND MAINTENANCE 8

(a non-approved section)

SUPPLEMENTS (a non-approved section) 9



Rev. No.0 K.Juočas

Section 1 GENERAL

1.1 Introduction

1.2 Certification basis

1.3 Warnings, cautions and notes

1.4 Descriptive data

1.5 Three view drawing

1.6 Abbreviations

1.7 Unit conversions



Rev. No.0 K.Juočas

1.1 Introduction

This sailplane flight manual has been prepared to provide pilots and

instructors with information for the safe and efficient operation of the LAK-

17A sailplane.

This manual includes the material required to be furnished to the pilot by

JAR 22. It also contains supplemental data supplied by the sailplane

manufacturer.

1.2 Certification basis

This type of sailplane has been approved by the Lithuanian Directorate of

Civil Aviation in accordance with: Airworthiness Requirements: JAR 22

Sailplanes and Powered Sailplanes, Change 5, Issued 28 October 1995.

The Type Certificate Number 03 has been issued on 20 August 1999.

Category of Airworthiness: Utility.

1.3 Warnings, cautions and notes

The following definitions apply to warnings, cautions and notes used in the

flight manual:



Rev. No.0 K.Juočas

Warning: Means that the non-observation of the corresponding

procedure leads to an immediate or important

degradation of the flight safety.

Caution: Means that the non-observation of the corresponding

procedure leads to a minor or to a more or less long

term degradation of the flight safety.

Note: Draws the attention on any special item not directly

related to safety but which is important or unusual.

1.4 Descriptive data

The LAK-17A is a new generation of FAI 15m - 18m class sailplane

designed according to JAR-22 category “U” specifications. It is a midwing

glider with flaps, T-tail, retractable main landing gear and 180 litre water

ballast.

The sailplane is made of hybrid composite materials (Kevlar, carbon,

glass fibre). The wing spar is made of modern carbon rods GRAPHLITE

SM315 and has a double T section. The weight of each wing panel is about

60kg. The airbrakes are situated on the upper surfaces only. The wing airfoil

is LAP 92-130/15 and it passes into LAP 92-150/15 at the tip.

The cockpit is of monocoque construction. The on-ground adjustable

seat back position and in-flight adjustable angle of a seat back together with

optimally arranged controls offer notable comfort on the long flights. The one-

piece Plexiglas canopy hinges forward. On the left side there is a sliding

window for additional ventilation. The instrument panel folds up together with

canopy.



Rev. No.0 K.Juočas

The retractable landing gear with shock absorber has a 5.00-5 6 ply

tire. The mechanical main wheel brake is actuated via the handle on the

control stick. The rudder pedals are adjustable in flight. All controls,

including the water ballast system, hook up semi-automatically. Towing

hooks are mounted: near the main landing gear (C.G. / winch / auto-tow

hook) and/or in front of the pilot cockpit at the bulkhead (aero tow hook).

Both towing hooks are operated by the same handle. The wings incorporate

fork-type spar connection, joined with two pins.

The horizontal tail (stabilizer and elevator) of the LAK-17A provides

stable and responsive pitch characteristics. The elevator hooks up

automatically during assembly.

The glider is fitted with a fin ballast tank (capacity 8 litre) in order to

adjust the optimum C.G. position. The wing water ballast is filled in and

poured out through the holes at the bottom of the wings.

The antenna is mounted in the vertical fin.

Technical data:

Wing span, m 15.0 18.0

Fuselage length, m 6.53 6.53

Height, m 1.29 1.29

Max gross weight, kg 500 500

Mean aerodynamic chord, m 0.626 0.598

Wing area, m2 9.06 9.8

Wing loading, kg/m2:

- minimum 31.5 30.1

- maximum 55 51



Rev. No.0 K.Juočas

1.5 Three view drawing

15 m

15 m (winglet)

18 m

18 m (winglet)



Rev. No.0 K.Juočas

1.6 Abbreviations

CAS - calibrated airspeed means indicated airspeed of a sailplane,

corrected for position (due to position of pressure ports on

sailplane) and instrument error. Calibrated airspeed is equal to

true airspeed in standard atmosphere at sea level.

C.G. - centre of gravity.

daN - decanewton.

h - hour.

IAS - indicated airspeed means the speed of a sailplane as shown on

its pitot – static aircraft indicator and is uncorrected for the

system error.

m - meter.

kg - kilogram.

km - kilometre.

s - second.

1.7 Unit conversions

1 bar = 14.5 pounds per square inch (psi);

1 decanewton (daN) = 2.25 pounds force;

1 kilogram (kg) = 2.2 pounds (lbs);

1 metre (m) = 39.4 inches (in.) = 3.28 feet (ft.);

1 millimetre (mm) = 0.0394 inches (in.);

1 litre = 0.2642 U.S. gal;

1 square meter (m2) = 10.764 sq.ft;

1 kg/m2 = 0.204 lbs/sq.ft;

1 m/s = 1.944 knots (kts);

1 km/h = 0.5396 kts.



Rev. No.0 K.Juočas

Section 2 LIMITATIONS

2.1 Introduction

2.2 Airspeed

2.3 Airspeed indicator markings

2.4 Weight

2.5 Centre of gravity

2.6 Approved manoeuvres

2.7 Manoeuvring load factors

2.8 Kinds of operation

2.9 Minimum equipment

2.10 Aerotow, winch and auto-tow launching

2.11 Other limitations

2.12 Limitation placards



Rev. No.0 K.Juočas Appr.

2.1 Introduction

Section 2 includes operation limitations, instrument markings and placards

necessary for safe operation of the LAK-17A sailplane, standard systems and

standard equipment. The limitations included in this section have been approved

by the Lithuanian Civil Aviation Administration. Compliance with these

limitations is mandatory.

2.2 Airspeed

Airspeed limitations and their operational significance are shown below:

Warning: At higher altitudes the true airspeed is higher than the

indicated airspeed, so VNE is reduced with altitude.

Speed IAS, km/h Remarks

15m and 18m

VNE

Never exceed speed

275

Do not exceed this speed in any

operation and do not use more

than 1/3 of control deflection:

from 0 m to 4000 m

260 up to 5000 m

245 up to 6000 m

220 up to 8000 m

195 up to 10000 m

VRA Rough air speed 205 Do not exceed this speed except

in smooth air and then only with

caution. Rough air is in lee

wave rotor, thunderclouds, etc.




Speed IAS, km/h Remarks

15m and 18m

VA Manoeuvring speed 205 Do not make full or abrupt

control movement above this

speed, because under certain

conditions the sailplane may be

over-stressed by full control

movement.

VFE Maximum Flap

Extended speed flap

setting:

-1 up to 0

+1 up to L

275

160

Do not exceed these speeds with

the given flap setting.

VW Maximum winch

and auto-tow

launch speed

140 Do not exceed this speed during

winch or auto-tow launching.

VT Maximum aero

towing speed

160 Do not exceed this speed during

aero towing.

VLO Maximum landing

gear operations

speed

205 Do not extend or retract the

landing gear above this speed.




2.3 Airspeed indicator markings

Airspeed indicator markings and their colour code significance are shown

below:

Marking IAS value or range Significance

White Arc 90 - 160 km/h Positive Flaps Operating Range: Lower

limit is 1.1 VSO in landing configuration

at maximum weight. Upper limit is

maximum speed permissible with flaps

extended positive.

Green Arc 100 - 205 km/h Normal Operating Range: Lower limit is

1.1 VS1 at maximum weight and most

forward C.G. with flaps neutral. Upper

limit is rough air speed.

Yellow Arc 205 - 275 km/h Manoeuvres must be conducted with

caution and only in smooth air.

Red Line 275 km/h Maximum speed for all operations.

Yellow

Triangle

90 km/h Approach speed at maximum weight

without water ballast.




2.4 Weight

Maximum take-off mass:

- with water ballast …………………. 500 kg

- without water ballast for: 15m….... 355 kg

18m…... 360 kg

Maximum landing mass….…….……………………. 500 kg

Note: When landing on a rough surface, before landing always

dump all water ballast.

Minimum pilot and parachute weight……………….. 70 kg

Maximum pilot and parachute weight………………. 110 kg

Maximum mass of all non-lifting parts……………… 233 kg

Maximum mass in baggage area ….………..….……. 7 kg

Caution: Heavy pieces of baggage must be secured to the baggage

compartment floor.

2.5 Centre of gravity

Position of C.G. in flight:

- front limit 182 mm aft of wing root rib leading edge.

- rear limit 305 mm aft of wing root rib leading edge.

Warning: The sailplane may be safely operated only when loaded in the

range defined in Section 6 of this manual.




2.6 Approved manoeuvres

This sailplane is certified for normal gliding in the "Utility" category according

to JAR-22. Aerobatic manoeuvres are not permitted.

2.7 Manoeuvring load factors

Limit load factors are:

- for VA = 205 km/h airspeed +5.3 / -2.65;

- for VNE = 275 km/h airspeed +4.0 / -1.5;

- for VNE = 275 km/h, air brakes extended +3.5 / 0;

- for VF = 160 km/h, flap position +1;+2; L +4;

2.8 Kinds of operation

Flights must be conducted under Day / VFR conditions.

Where permitted by national regulations, cloud flying may be conducted but

only with 15m wings (including 15m winglets) and without water ballast.

Consider the different national legal requirements (for e.g. additional

equipment) for cloud flying (see also paragraph 2.9).

Aerobatics manoeuvres are not permitted.

2.9 Minimum equipment

As minimum equipment only the instruments and equipment specified here and

in the equipment list (see Maintenance Manual Section 2) are admissible:

- airspeed indicator, scale 50-300 km/h, with range markings (see

Section 2.3);

- altimeter with altitude corrector and fine range pointer;

- four part symmetrical seat harness;

- transceiver;

- power supply (fin battery);

- outside air temperature (OAT) gauge (if water ballast is carried);

- emergency locator transmitter (ELT) *.

* - if required by National regulations.




For cloud flying the following additional equipment is required:

- variometer;

- magnetic compass compensated in the sailplane;

- turn and bank indicator, non-icing;

- transceiver;

- parachute, automatic or manual opening type;

- thermometer for outside air;

- non-icing airspeed system.

The minimum equipment must correspond with national regulations.

2.10 Aerotow, winch and auto-tow launching

The maximum launch speeds are:

Aerotow 160 km/h,

Winch / Auto-tow launch 140 km/h.

For all of the above launching methods a weak link of 650 daN must be used in

the launch cable or towrope.

For aerotow, the towrope must be at least 20m long.

Warning: For winch or auto tow launch only C.G. hook can be used.

Warning: Aerotow launches are only allowed at the aerotow hook.




2.11 Other limitations

Crosswinds:

The maximum crosswind component according to the airworthiness

requirements for take-off and landing is 4.16 m/s (15 km/h).

Water Ballast

Filling of the wing water ballast tanks must result in a symmetrical loading

condition only. After filling, balance the wings by dumping enough water from

the heavy wing to achieve lateral balance. Flight with leaking water ballast is

not permitted as this may result in asymmetrical loading. Flight with water

ballast must be conducted at an OAT greater than 1°C (34 °F).

Warning: Maximum take-off weight must not exceeded.

2.12 Limitation placards

The following limitation placards are installed:

- the air speed data and loading placard installed in a cockpit.

LAK-17A 15m/18m - AIR SPEED DATA AND LOADING PLACARD

Speed IAS: km/h kts Masses and loads kg lbs

Never exceed VNE 275 148 Empty mass 245/250 540/551

Rough air VRA 205 110 Max. mass with water ballast 500 1102

Manoeuvring VA 205 110 Maximum cockpit load 110 242

Aerotow VT 160 86 Minimum cockpit load 70 154

Winch-launch VW 140 75 Recommended weak link 650 daN 1460 lbs

Landing gear oper. VL 205 110

Aerobatic manoeuvres are not permitted

- the baggage limitation placard installed in a baggage compartment.

Max baggage weight 7 kg

- the main wheel tyre pressure placard installed on a landing gear door.

Pressure in a main wheel tyre

from 2,3 to 2,5 bar




- the tail wheel tyre pressure placard installed next to the tail wheel.

Pressure in a tail wheel tyre

from 1,8 to 2,0 bar

The high altitude flights limitation placard is shown in section 4.5.7.



Rev. No.0 K.Juočas

Section 3 EMERGENCY PROCEDURES

3.1 Introduction

3.2 Canopy jettison

3.3 Bailing out

3.4 Stall recovery

3.5 Spin recovery

3.6 Spiral dive recovery

3.7 Recovery from unintentional cloud flying

3.8 Flight with asymmetric water ballast

3.9 Emergency wheel up landing

3.10 Ground loop

3.11 Ditching landing on water




3.1 Introduction

Section 3 provides a checklist and explanations for coping with emergencies

that may occur. Emergency situations can be minimized by proper pre-flight

inspections and maintenance.

3.2 Canopy jettison

The following steps accomplish canopy jettison:

1. Pull the red canopy jettison handle aft to the limit of its travel.

2. Release the handle.

The canopy jettison handle is located on the instrument panel and has an icon

describing its function. A compression spring in the canopy hinge pushes the

canopy upward and allows the airflow to lift the front of the canopy upward

while the rear of the frame pivots about a small lip on the fuselage. This system

is designed to lift the canopy up and away from the flying glider to allow the

pilot a quick bail out from the cockpit.

If necessary, you have to push the canopy upwards with both hands on the

Plexiglas.

Warning: The red handle of the spring-type mechanism on the canopy

hinge must be in the unlocked (working) position.

3.3 Bailing out

First jettison the canopy then unlock the safety harness and bail out. The low

walls of the cockpit allow for a quick push off exit.

It is recommended that bail out procedures be practiced on the ground at the

beginning of each flying season.




3.4 Stall recovery

Stall recovery is accomplished by easing the stick forward and if necessary

picking up a dropping wing with sufficient opposite rudder.

3.5 Spin recovery

Apply full opposite rudder against the direction of rotation and ease the stick

forward until the rotation stops. At aft C.G. positions the glider may move

temporarily to a nose up position making it necessary to apply full stick

forward. As the rotation stops centralize the controls and carefully pull out of

the dive. The ailerons should be kept neutral during spin recovery.

Recovery from unintentional spins should be done immediately.

Caution: Altitude loss due an incipient spin from straight flight with

prompt recovery is 30 m, increasing to 60 m from circling flight

and 60 m to 110 m with airbrakes extended. Maximum speed

during recovery is 200 km/h.

3.6 Spiral dive recovery

To recover from a spiral dive, apply rudder and aileron in the direction opposite

to the spiral dive rotation and carefully pull out of the dive.




3.7 Recovery from unintentional cloud flying

At speeds below 205 km/h, extend the dive brakes fully. At higher speeds, up to

VNE, pull out the dive brakes very carefully and expect high aerodynamic forces

and g-loads. Enter the descent and fly normally until leaving the cloud. When

clear of the cloud, retract the dive brakes and reduce speed. Spins are not to be

used to lose altitude.

3.8 Flight with asymmetrical water ballast

If you suspect that the water ballast is dumping asymmetrically, you should

close the dump valves immediately to avoid greater asymmetry. Asymmetry can

be verified by the necessary aileron deflection in straight flight at low airspeeds.

When flying with asymmetric water ballast you must increase your airspeed,

especially in turns, so that you can avoid stall at all costs. Should the aircraft

enter a spin under these conditions, aggressive stick forward spin recovery will

be necessary. Fly the landing pattern and touch down approximately 10 km/h

faster than normal and after touch down attempt to control the bank angle to

avoid the heavy wing from touching the ground too early.

3.9 Emergency wheel up landing

An emergency wheel up landing is not recommended since the absorption

capability of the fuselage is much smaller than that of the landing gear. If the

landing gear cannot be extended the landing touchdown should be at slow

speed.




3.10 Ground loop

If there is a risk of overshooting the landing area, after touchdown an intentional

ground loop may be initiated by forcing a wing tip to the ground and at the same

time you should PUSH the stick forward to lighten the load on the tail wheel

and apply the opposite rudder.

3.11 Ditching landing on water

Our experience shows that in ditching the cockpit area likely will be forced

downward under water. Therefore, an emergency landing on water is

recommended only with the canopy closed, landing gear extended and then only

as a last resort.



Rev. No.0 K.Juočas

Section 4

NORMAL PROCEDURES

4.1 Introduction

4.2 Rigging and de-rigging

4.3 Daily inspections

4.4 Pre-flight inspection

4.5 Normal procedures and recommended speeds

4.5.1 Aerotow launch

4.5.2 Winch- launch or auto tow

4.5.3 Free flight

4.5.4 Low speed flight and stalling behaviour

4.5.5 Approach and landing

4.5.6 Flight with water ballast

4.5.7 High altitude flights

4.5.8 Flight in rain




4.1 Introduction

This section provides checklists and explanations of procedures for conducting

normal operating procedures. Normal procedures associated with optional

equipment can be found in Section 9.

4.2 Rigging and de-rigging

The following procedures are recommended for rigging and de-rigging the

LAK-17A sailplane:

1. Clean and lubricate all pins, bushings and control connections. Inspect the

pins and bushings for burrs and gouges.

2. Support the fuselage and keep it upright, open the canopy and extend the

landing gear. Place the control stick in the centre of its travel. Position the

dive brake handle near its most forward position, flaps handle in “-1”

position. Put the water ballast control in the forward, closed position.

3. Be sure the dive brake system in the wings is not locked. Remove any

supports or locks over the ailerons.

4. Insert the left wing spar fork into the fuselage. As the wing root approaches

the fuselage, look to be sure the automatic hook-ups for the aileron, flaps

and dive brake properly engage. Look to see if the water ballast control is

engaging correctly. After the wing is pushed into position, support the wing

tip.

Note: It’s not allowed to rig or de-rig wings with winglets or 18m wingtips

with or without winglets installed.




5. Insert the right wing spar into the fuselage. As the wing root approaches the

fuselage look to be sure the automatic hook-ups for the aileron, flap and dive

brake properly engage. Look to see if the water ballast control is engaging

correctly. Line up the main pin bushings. Insert both spar pins fully. Lock

the main wing pin handles.

Warning: Lock the main wing pin handles with fixing studs.

6. Install winglets or wing tips and lock.

7. Caution: Insert battery into vertical tail, connect to electric system and

check operation.

Slide the stabilizer onto the drive pins and look to make sure the automatic

hook-ups for the elevator properly engage. Push the stabilizer all the way

onto the drive pins. Screw the locking bolt in and make sure, that the bolt is

fixed. After removing the assembly tool, place a piece of glider tape over the

locking bolt.

Warning: Pull out the locking pin before unscrewing horizontal

stabilizer connection bolt.

8. Apply sealing tape to the wing/fuselage gaps.

9. Perform a positive control check of all controls.

10. If water ballast is necessary, fill each wing tank according to the loading

chart (see Section 6) and confirm symmetrical loading by balancing at the

wing tip. A light coating of waterproof grease applied to the dump valve seat

will help insure the valve is leak free.

Warning: Allow wing tanks to vent while filling. Do not fill with

pressure exceeding 1 psi / 0.06 bar as the wing shell could be

damaged. Check for proper dump valve operation prior to

flight. Do not exceed the maximum gross weight.




11. Install total energy probe and temporary equipment (barographs etc.).

12. Perform Daily Inspection.

13. De-rigging follows the reverse order of rigging. Confirm that water ballast

has been dumped before de-rigging. Also see Maintenance Manual Section 3.

Note: Remove the stabilizer before removing the wings.

4.3 Daily Inspections

Prior the first flight of the day the glider must receive a daily inspection. As a

minimum check the following items. If any problems are found they must be

corrected before flying.

1. Check the fore part of the sailplane fuselage.

2. Check in the pilot cockpit:

- the pilot cockpit canopy glass;

- operation of pilot cockpit canopy lock, canopy jettison system;

- wings connection pins fastening;

- operation of towing hook(s);

- operation of water ballast system;

- operation of control systems of ailerons, flaps, elevator, rudder and

airbrakes;

- operation of pilot cockpit ventilation control system;

- operation of the trimmer;

- operation of flight instruments;

- radio communication;

- safety belts.

3. Check main wheel tyre and operation of wheel brake.




4. Check the left wing:

- upper and lower wing surfaces;

- leading edge;

- upper and lower surfaces of ailerons and flaps;

- deflections of ailerons and flaps and their clearances;

- airbrakes for proper function and locking;

- fixing of ailerons and flaps attachment to wing;

- clearance in respect of the fuselage;

- winglets or wing tips installed and locked.

5. Check the function of the control systems (of the aileron, flap, airbrake), their

connections to corresponding control systems in the fuselage.

6. Check the fuselage surface.

7. Check a stabilizer, elevator and rudder:

- surfaces;

- deflections and clearances of controls;

- fixing of joint of the stabilizer attachment to the fin;

- clearance of the stabilizer with respect to the fin.

8. Check the right wing (same as for the left wing according to i.4).

Also see Maintenance Manual Section 3.

Caution: After a hard landing or if high loads have been experienced a

complete inspection according to the Maintenance Manual Section

5.5 must be performed. Contact the manufacture for assistance as

required.




4.4 Pre-flight inspection

1. Main spar pins installed and locked.

2. Controls checked for operation and freedom of movement.

3. Lead or water ballast for underweight pilot installed or filled.

4. Tail dolly removed.

5. Pilot safety harness connected and properly adjusted/tightened.

6. Seat back and rudder pedals adjusted.

7. All control knobs within reach.

8. Water ballast checked, dump valve closed and vents open.

9. Airbrakes closed and locked.

10. Trim set to take-off position.

11. Flaps set to take-off position.

12. Check wheel brake.

13. Altimeter set correctly.

14. Check direction of wind component.

15. Close and lock canopy.




4.5 Normal procedures and recommended speeds

Normal flight operation procedures and the corresponding recommended air

speeds are as follows.

4.5.1 Aerotow launch

Flaps should be set at take off position “+1” when C.G. is at rearmost position

and “+2” at middle and foremost position of C.G. Trim should be set forward of

neutral.

Warning: Aerotow launches are only allowed at the aerotow hook.

Warning: when water tanks are partially filled, keep wings horizontal before

take off to avoid uneven water distribution.

Weak link in tow cable max 650 daN. Use wheel brake during tightening of tow

cable to avoid rolling over tow cable.

Minimum aero tow speed:

without water ballast……100 km/h.

with water ballast……….120 km/h.

4.5.2 Winch- launch or auto tow

Trim should be set forward of neutral. Set flaps to “+1” at rearmost position of

C.G. and “+2” at middle and foremost position of C.G.

Warning: for winch or auto tow launch only C.G. hook can be used.

Warning: it is prohibited to use the aerotow hook for winch or auto-tow

launches.

Warning: when water tanks are partially filled, keep wings horizontal before

take off to avoid uneven water distribution.

Weak link in tow cable max 650 daN. Use wheel brake during tightening of tow

cable to avoid rolling over tow cable. Pronounced forward stick pressure is

required during transition arc.




Minimum winch launch / auto tow speed:

without water ballast……100 km/h.

with water ballast……….120 km/h.

4.5.3 Free flight

Circling flight (thermlaling) with flaps position +2, stick forces to zero. Best

glide angle between 95 and 105km/h.

High speed flight up to 275 km/h :

- position flaps at “0” or “-1” according to the speed;

- due to flap control forces, flaps position “+2” may not be set

above 160km/h.

Recommended flaps positions:

Flap position Speed, km/h

without water ballast with maximum take off weight

L landing landing

+2 ≤ 90 ≤ 110

+1 90 - 120 110 - 150

0 110 - 180 140 - 220

-1 150 - 275 190 - 275




4.5.4 Low speed flight and stalling behaviour

The LAK-17A behaves normally in slow and stalled flight.

With a forward C.G. position there is no stall

warning, but the stall characteristics are very

gentle and large aileron deflections can be

applied without dropping a wing.

At rearward C.G. positions airflow separation over the fuselage results in

buffeting and gives a warning of an impending stall at a speed 1 - 2 km/h above

the stall speed. Full and sudden aileron or rudder deflections will result in a

spiral dive, spin entry or slide slip depending on the C.G. position.

Caution: Altitude loss due to an incipient spin from straight flight with

prompt recovery is approximately 30 m, increasing to 60 m from

circling flight.

4.5.5 Approach and landing

Recommended flaps position “L” (landing). In light winds and without water

ballast the approach to landing should be flown at about 90 km/h. Stronger

winds require increased airspeeds. The very effective dive brakes make a short

landing possible; however, do not approach too slowly with fully extended dive

brakes as the aircraft may drop during the flare out. The LAK-17A should touch

down on the main and tail wheel. The main wheel landing brake can then be

applied for a shortened ground roll.

In side - slip with airbrakes extended there will be vibration of the sailplane. The

control-stick should be in aft position.

Due to side - slip rudder back pressure is possible.



Rev. No.0 K.Juočas

4.5.6 Flight with water ballast

Flight in excess of the maximum gross weight 500 kg is prohibited. The

maximum amount of water allowed is dependent on the empty weight of the

sailplane combined with the total cockpit load (see Section 6.9).

Warning: Flight with water ballast must be conducted at an OAT greater

than 1°C (34°F). If there is a risk of freezing temperatures, all water must be

dumped before freezing temperatures are reached. The flight conditions must

comply with the following table:

Ground C° 10 15 20 30 40

Temperature F° 50 59 68 86 104

Max. flight m 1200 2000 2700 4300 5800

altitude ft 4000 6500 9000 14000 19000

Filling and Dumping the Water Ballast: After filling the ballast tanks either

fully or with partial load, the wings should be levelled and checked for

symmetrical loading. Flight with leaking ballast valves is prohibited. Open

ballast valves fully to dump water ballast.

A time to drain water ballast tanks:

• wing tanks ∼ 4 min 30 sec;

• tail tank ∼ 1 min 30 sec.

Warning: If the sailplane has an independent fin tank valve control system,

care must be taken to keep the operating C.G. in the authorised

range when dumping ballast.

Warning: Filling ballast tank with pressurized water is prohibited. Always

allow space for the displaced air to escape.




4.5.7 High altitude flights

Indicated airspeed readings are progressively under-stated of true airspeed with

higher altitudes. Therefore the following limitations apply to high altitude

flights:

Special care should be taken to ensure that there is no moisture on any section of

the control junctions that could lead to freezing at high altitudes.

4.5.8 Flight in rain

With light rain the stall speed and sink rate increase slightly, therefore landing

approach speeds in rain must be increased. Rainwater on wings should be

removed before take-off. Do not fly into icing conditions with a wet sailplane.

m - Altitude - ft km/h - VNE, IAS - kts

4000 13100 275 148

5000 16400 260 140

6000 19680 245 132

8000 26250 220 119

10000 32800 195 105



Rev. No.0 K.Juočas

Section 5 PERFORMANCE

5.1 Introduction

5.2 Data approved by Lithuanian Civil Aviation Administration

5.2.1 Airspeed indicator system calibration

5.2.2 Stall speeds

5.3 Additional Information

5.3.1 Demonstrated crosswind components

5.3.2 Glide performance

5.3.3 Flight Polar




5.1 Introduction

This section provides LCAA approved data for airspeed calibration, stall speeds

and take-off performance and non-approved further information. The data in the

charts have been computed from actual flight tests with the sailplane in good

condition and using average piloting techniques.

5.2 Data approved by Lithuanian Civil Aviation Administration

5.2.1 Airspeed indicator system calibration

60

80

100

120

140

160

180

200

220

240

260

280

60 80 100 120 140 160 180 200 220 240 260 280

VCAS[km/h]

VIA

S[k

m/h

]

0-22L, Air Br.95%exact105%

Caution: The airspeed indicator is to be connected to the pitot source from

the fuselage nose and to the static source from the aft fuselage

part. Colour coding of the plastic tubing is as follows:

Red - pitot;

Yellow - tail static;

TE tube-green.

0

-1

+2




5.2.2 Stall speeds

Stall speed in level flight, km/h

Flap position without water

ballast

with maximum take off

weight

L 69 82

+2 69 84

+1 72 87

0 75 92

-1 76 93

The loss of height for stall recovery in level flight is approximately 30 m if

recovery is immediate.

5.3 Additional information

5.3.1 Demonstrated crosswind components

The demonstrated crosswind velocity is 4.16 m/s (15 km/h) according to the

airworthiness requirements.

5.3.2 Glide performance

Data evaluated by comparison flights.

For optimum performance the aircraft should be flown with a C.G. position

between medium and the rear of the allowable range. However, the aircraft will

be more pitch sensitive at aft C.G. positions.




5.3.3 Flight polar

The wing fuselage joint and the tailplane locking pin should be taped over and

the aircraft thoroughly cleaned to obtain maximum performance. The polar

apples to a clean aircraft. With dirty wings or flight in rain the performance

drops accordingly.

0,0

0,5

1,0

1,5

2,0

2,5

60 80 100 120 140 160 180 200

V, km/h

w,

m/s

18 m

295 kg

15 m

285 kg

15 m

453 kg

18 m

453 kg

E=50E=47

LAK-17a

15 m

453 kg

18 m

453 kg



Rev. No.0 K.Juočas

Section 6 WEIGHT AND BALANCE

6.1 Introduction

6.2 Weighing procedures

6.3 Weighing record

6.4 Empty weight and C.G.

6.5 Calculation of C.G. position

6.6 Weight of all non-lifting parts

6.7 Maximum weight

6.8 Useful loads

6.9 Water ballast loading table



Rev. No.0 K.Juočas

6.1 Introduction

This section contains the payload range within which the sailplane can be safely

operated. Procedures for weighing the sailplane and the calculation method for

establishing the permitted payload range are also provided. A comprehensive

list of all equipment available for this sailplane is contained in the Maintenance

Manual.

6.2 Weighing procedures

The Weight and Balance for the LAK-17A must be calculated in accordance

with the currently valid weighing data. The weighing must be performed

according to the following picture and procedures.

d

Xcg

D

6.3 Weighing record

The result of each C.G. weighing is to be entered in the Weight and Balance

Report in Section 6.4. The current minimum cockpit load must also be entered

on the cockpit placard. When adding or changing instruments or equipment the

new weighing report may be produced by a C.G. calculation using the following

formula:

Xcg = ,21

*2d

GG

DG+

+ mm

100:2.9

G1

G2



Rev. No.0 K.Juočas

6.4 Empty weight and C.G.

Approved positions of C.G. are:

Pos. Parameter Approved boundaries,

No mm

1 Foremost and rearmost of C.G. 182 - 305

2 Standard empty weight centre of gravity

(without pilot)* 478 ± 10

* The standard empty weight Centre of Gravity of the glider is measured with

the pilot seat and belts in cockpit, with the baggage compartment elements,

without the tail fin battery and with the following instruments in the instrument

panel:

- speed indicator (weight 0.4 kg);

- altimeter (weight 0.8 kg).

WEIGHT AND BALANCE RECORD

Date

Empty weight of

sailplane

C.G. location Approved

[kg] [mm] Date Signature



Rev. No.0 K.Juočas

Date

Empty sailplane

weight

C.G. location Approved

[kg] [mm] Date Signature



Rev. No.0 K.Juočas

Note: The vertical tail fin battery (weight 3,5 kg) must be installed during

flight.

Taking the fin battery taking out moves the C.G. forward by:

~29 mm, when the glider is with water ballast, pilot 110kg;

~39 - 42 mm, when the glider is without water ballast, pilot 110kg.

Taking the battery in the luggage compartment out moves the C.G. of the

sailplane forward by approximately 2 - 3 mm.

Removable ballast used to supplement the weight of an occupant and parachute

(when lower than 70 kg) in order to keep the C.G. position within limits is

fastened in the fuselage nose. 1,75kg of removable ballast equals a pilot weight

of 5 kg.

The permissible range of centre of gravity for empty glider is given below.

LIMITS OF EMPTY MASS CENTER OF GRAVITY FOR LAK-17A

515,41

210

215

220

225

230

235

240

245

250

255

450 460 470 480 490 500 510 520 530 540 550 560 570 580

Empty Centre of Gravity position aft of DP, mm

Em

pty

mass, kg



Rev. No.0 K.Juočas

6.5 Calculation of C.G. position

The centre of gravity position after loading the glider (additional instruments,

equipment, water ballast, pilot) is defined by:

∑

∑=

n

n

n

nn

CGG

XG

X

*

, mm;

Where: Gn = the glider`s component mass, kg;

Xn = distance between glider`s component mass C.G. and wing root

leading edge, mm;

distance “-“, if the mass C.G. is before the wing root leading edge;

distance “+” if the mass C.G. is behind the wing root leading edge;

n = number of the glider component mass;

ΣGn = sum of all glider component masses;

ΣGn * Xn = sum moments of all glider component masses;



Rev. No.0 K.Juočas

The C.G. calculation table

No Component Weight

Gn;

kg

Distant

Xn;

mm

Moment

Gn* Xn;

kg * mm

1. Empty glider

2. Pilot

3. Battery in fin 3.5 4192

4. Battery in baggage

compartment

2.6 520

5. Water ballast in wings 168

6. Water ballast in fin 4003

7. Instrument N1 in

instrument

panel

-1010

8. Instrument N2 in

instrument

panel

9.

10

-

n-1 Removable ballast in

fuselage nose

(1-5) -1785

n Baggage weight 150

ΣΣΣΣGn= ΣΣΣΣGn * Xn=

∑

∑=

n

n

n

nn

CGG

XG

X

*

, mm



Rev. No.0 K.Juočas

Note:

• The glider empty weight and empty weight centre of gravity are defined by

weighting data.

• Pilot: actual pilot weight with parachute:

distance X = -520, when pilot seat is in rearmost position;

distance X = -670, when pilot seat is in foremost position .

• Water ballast in the wings: actual filled water ballast weight.

• Water ballast in the fin: actual filled water ballast in fin tank weight.

• Baggage weight: weight of the baggage in a baggage compartment.

6.6 Weight of all non-lifting parts

The maximum approved weight of all non-lifting parts is 233 kg.

The actual weight of all non-lifting parts is equal to the empty weight, plus the

weight of the cockpit load (pilot, parachute, etc.), minus the weight of the

wings.

Weight of the wing: 58 - 61 kg for 15m and 60 - 63 kg for 18m.

6.7 Maximum weight

The maximum approved take-off and landing weight is 500 kg.

6.8 Useful loads

The maximum useful load of the LAK-17A is equal to the maximum approved

take-off and landing weight minus the empty weight of the aircraft and the

weight of any added water ballast.



Rev. No.0 K.Juočas

6.9 Water ballast loading table

The example of how to define allowed amount of fin and wing water ballast is

given on a page 6.14 of this manual.

The max permissible wing water ballast weight (kg) is given in the

following table.

Maximum take-off mass 500 kg

Sailplane empty weight (kg) + fin ballast weight (kg)

Mass of pilot

with parachute

(kg) 220 225 230 235 240 245 250

70 180 180 180 180 180 180 180

75 180 180 180 180 180 180 175

80 180 180 180 180 180 175 170

85 180 180 180 180 175 170 165

90 180 180 180 175 170 165 160

95 180 180 175 170 165 160 155

100 180 175 170 165 160 155 150

105 175 170 165 160 155 150 145

110 170 165 160 155 150 145 140

Maximum capacity of wing tanks…....180 litre;

Maximum capacity of fin tank……...…..8 litre.



Rev. No.0 K.Juočas

Allowed fin water ballast for pilot mass of 70 kg

Aft C.G. limits for fin tank water ballast

215

220

225

230

235

240

245

490 500 510 520 530 540 550 560 570 580

Empty C.G. position aft of DP, mm

Em

pty

ma

ss,

kg



215

220

225

230

235

240

245

490 500 510 520 530 540 550 560 570 580


Em

pty

ma

ss, k

g



Rev. No.0 K.Juočas



515,41

215

220

225

230

235

240

245

490 500 510 520 530 540 550 560 570 580

Empty C. G. position aft of DP, mm

Em

pty

mass

, k

g



215

220

225

230

235

240

245

490 500 510 520 530 540 550 560 570 580


Em

pty

ma

ss,

kg



Rev. No.0 K.Juočas

Allowed fin water ballast for pilot mass 90 kg

Aft limit for fin tank water ballast

215

220

225

230

235

240

245

490 500 510 520 530 540 550 560 570 580


Em

pty

mass

, k

g



215

220

225

230

235

240

245

490 500 510 520 530 540 550 560 570 580


Em

pty

ma

ss,

kg



Rev. No.0 K.Juočas


Aft limit for fin tank water ballast

215

220

225

230

235

240

245

490 500 510 520 530 540 550 560 570 580


Em

pty

mass

, k

g


AftC.G. limits for fin tank water ballast

215

220

225

230

235

240

245

500 510 520 530 540 550 560 570 580 590


Em

pty

ma

ss,

kg



Rev. No.0 K.Juočas

Allowed fin water ballast forpilot mass of 110 kg


215

220

225

230

235

240

245

510 520 530 540 550 560 570 580 590 600 610 620


Em

pty

mass

, k

g

Example of how to determine possible loading of the glider:

Sailplane empty weight………..…….. 236.9 kg;

Empty weight centre of gravity……… 515.4 mm;

Pilot with parachute weight……….… 80 kg;

Wing span…………………..……….. 18 m;

According to the graph “Limits of empty mass centre of gravity for LAK-

17A” (page 6.5) - the empty weight C.G. is in permissible range.

According to the graph “Allowed fin water ballast for pilot mass of 80 kg”

(page 6.11) – the allowed fin water ballast weight is 0 - 4 kg.

If:

• fin water ballast weight is 4 kg;

• sailplane empty weight + fin ballast weight = 236.9 kg + 4 kg =

240.9 kg ≈ 241 kg;

• pilot with parachute weight=80 kg;

according to the “Water ballast loading table” (page 6.9) - the max permissible

wing water ballast weight is ≈179 kg.



Rev. No.0 K.Juočas

Section 7 SAILPLANE AND SYSTEMS DESCRIPTION

7.1 Introduction

7.2 Airframe construction

7.3 Flight controls and trim

7.4 Airbrakes and wheel brake

7.5 Flaps

7.6 Landing gear

7.7 Tow release

7.8 Canopy operation

7.9 Water ballast system

7.10 Cockpit ventilation

7.11 Seat back adjustment

7.12 Baggage compartment

7.13 Safety harness

7.14 Pitot and static pressure system

7.15 Miscellaneous equipment

7.15.1 Oxygen system

7.15.2 Emergency locator transmitter

7.16 Radio transceiver



Rev. No.0 K.Juočas

7.1 Introduction

This Section provides a description of the sailplane, its systems and provided

standard equipment with instructions for use.

7.2 Airframe construction

The LAK-17A is a single seat high performance sailplane designed to meet FAI

15m and 18m Class requirements. The wings are constructed with glass and

carbon fibre reinforced plastic over a plastic foam core with carbon rod spar

caps. The ailerons are from carbon fibre reinforced plastic. The fuselage is made

using glass fibre reinforced plastic with Kevlar and carbon for local stiffness.

The stabilizer, elevator and rudder are glass fibre reinforced plastic over plastic

foam core.

7.3 Flight controls and trim

The ailerons and elevator are operated from the central control column (control

stick).

The trim adjustment control knob is located in

the left armrest and controls the elevator trim

select position. See Maintenance Manual Section

2. To set the trim simply move the adjustment

knob to the desired trim position.



Rev. No.0 K.Juočas

The rudder pedals control the rudder by a cable system and

are adjusted using the grey knob located in the right arm rest.

Pull the knob to loosen the rudder pedal lock, make the

adjustment, and release the knob to lock the rudder pedals in

the desired position.

7.4 Airbrakes and wheel brake

The airbrakes are operated by the blue control

handle located on the left cockpit wall. Pull the

handle back to extend the airbrakes and push

forward to retract and lock.

The wheel brake is actuated via the handle on the

control stick. See Maintenance Manual Section 2.

7.5 Flaps

The flaps are operated by the grey control handle located on the left cockpit

wall. For more information see Maintenance Manual Section 2.



Rev. No.0 K.Juočas

7.6 Landing gear

The landing gear is extended and retracted with the grey

control handle located in the right hand armrest.

Landing gear locked positions are located at either end

of the control handle travel. Forward to extend, back to

retract. The system is assisted by a nitrogen gas strut.

See Maintenance Manual Section2.

7.7 Tow release

The tow release is the yellow control knob located at

the left side wall of the cockpit. Pull this control knob

to open the tow release and release the knob to allow

the tow coupling to snap closed and lock.

7.8 Canopy operation

The canopy latching handles are red and white and

are located on either side of the canopy frame. Pull

the handles back to lock and push forward to un-lock.

Never use the window opening to lift or lower the

canopy. Cracks in the canopy will result.

When sitting in the cockpit use the small tabs on the

frame to raise and lower the canopy.



Rev. No.0 K.Juočas

To jettison the canopy pull the red

canopy release handle firmly back

and release it. A spring will push

the front of the canopy up. This

allows the airflow to lift it up and

carry it away.

7.9 Water ballast system

In a standard configuration the tank valves for the wing and

tail open simultaneously with one knob.

The water ballast valves control knob is located on the right

side of the cockpit wall. To open the dump valves move the

knob to the back and to close the dump valves move the knob

forward.

(If the sailplane has an independent (optional) control system

for the fin tank valve - the water ballast valve control knob of

the fin tank is located on the right side of the cockpit wall. To

open the dump valve move the knob to the back and to close

the dump valve move the knob forward).

See Maintenance Manual Section 2.

7.10 Cockpit ventilation

The canopy de-mist vent control is located on the instrument

panel. Pull to open, push to close.

TAIL

TAIL



Rev. No.0 K.Juočas

7.11 Seat back adjustment

Seat back adjustment is accomplished by using the squeeze ring located on the

left cockpit side.

7.12 Baggage compartment

Hard objects can not be carried in the baggage compartment without a suitably

designed lashing or anchorage. The baggage compartment load must not exceed

7 kg.

7.13 Safety harness

A safety harness with four fixed attachment points is provided.

7.14 Pitot and static pressure system

The fuselage-mounted tubes provide the pitot and static pressure.

Warning: An air leak will adversely affect airspeed indication and other

instruments. Make sure the probe is fully seated in the receptacle

for proper operation.

See Maintenance Manual Section 2.



Rev. No.0 K.Juočas

7.15 Miscellaneous equipment

7.15.1 Oxygen system

The oxygen system (Aerox Oxygen, type E or M) must be operated in

accordance with the instructions provided by the manufacturer (Aerox Oxygen,

type E or M) of the system.

Caution: Installation of the oxygen system (Aerox Oxygen, type E or M)

must be accomplished by the aircraft manufacturer or by a

certified aircraft mechanic, according to national rules and

regulations. An authority aircraft inspector must approve the

installation.

7.15.2 Emergency locator transmitter

The system must be operated in accordance with the instructions provided by

the manufacturer of the Emergency Locator Transmitter system. See the

Maintenance Manual, Section 2, for recommended installation places.

Caution: Installation of the Emergency Locator Transmitter must be

accomplished by the aircraft manufacturer or by a certified

aircraft mechanic, according to National rules and regulations. An

authority aircraft inspector must approve the installation.

7.16 Radio transceiver

The radio station of type Becker or Filser should be used.



Rev. No.0 K.Juočas

Section 8 SAILPLANE HANDLING, CARE AND MAINTENANCE

8.1 Introduction

8.2 Inspection periods and maintenance

8.3 Alterations and repairs

8.4 Tie down

8.5 Sailplane trailer

8.6 Ground handling

8.7 Cleaning



Rev. No.0 K.Juočas

8.1 Introduction

This section contains the manufacturer's recommended procedures for proper

handling and servicing of the sailplane. It also identifies certain inspection and

maintenance activities, which are needed to retain performance and

dependability.

8.2 Inspection periods and maintenance

The Instructions for Continued Airworthiness as provided in the LAK-17A

Maintenance Manual must be followed. Before every rigging, all connecting

pins and bushings should be cleaned and greased. Also, at least once a year the

control surface displacements and adjustments must be inspected to insure

conformity with factory data. See the LAK-17A Maintenance Manual for

additional information.

8.3 Alterations and repairs

It is essential that the proper airworthiness authority be contacted prior to any

major alterations on this sailplane to insure that the airworthiness is not

impaired. Major alterations without approval from the manufacturer are

prohibited. Furthermore, the manufacturer will not be held liable for unproved

alterations or for damages resulting from changes in the characteristics of the

aircraft due to these alterations. External loads from camera installations are to

be regarded as major alterations. Repair instructions are located in the

Maintenance Manual Section 8. No repair should be performed to this aircraft

without referring to the Maintenance Manual. When in doubt as to the suitability

of a repair contact the manufacture.

Caution: No additional colour marking on the white upper surface is

allowed.



Rev. No.0 K.Juočas

8.4 Tie down

The recommended tie down points are the tow release, wing tips and fuselage

tail just ahead of the vertical fin. The cockpit always must be closed and covered

when tied down.

Note: The external surfaces of the LAK-17A are finished in a durable epoxy

paint, however long exposure to sun and humidity will lead to

premature aging to any surface finish.

8.5 Sailplane trailer

A sailplane of this quality and value should be transported and stored in a high

quality enclosed trailer constructed of metal or fibreglass reinforced plastics.

Proper ventilation and UV blocking characteristics should be provided. The

wings should be supported as close as possible to the inner most root rib and

again at a point one-third from the wing tip. The horizontal stabilizer may be

stored vertically or horizontally. The fuselage should be supported in a fuselage

dolly positioned just forward of the main landing wheel opening. Due to the

angle of the fuselage in the trailer a forward stop must be provided for the

fuselage dolly. Otherwise it will roll forward and leave the fuselage with no

support. Forward and aft motion of the fuselage should be restricted with a felt

lined nose cone support and a tail wheel well with a fuselage strap located just

forward of the vertical fin.



Rev. No.0 K.Juočas

8.6 Ground handling

Ground towing should be accomplished using the tow release and standard

double aerotow ring. Ground towing should also be accomplished with a tail

dolly tow bar and wing tip wheel.

8.7 Cleaning

The exterior painted surfaces should be cleaned with clear water using a sponge

or soft cotton towel and chamois. These surfaces should also be protected with a

silicone free hard wax reapplied at least once a year by hand or with a rotating

cloth disc. Tape adhesives are best removed using pure petroleum spirits or wax

containing a light polishing agent. Do not clean the exterior surfaces with

alcohol, acetone or lacquer thinner.

Clean the Plexiglas canopy only as necessary using a soft cotton towel and clear

water mixed with a small amount of mild detergent. Protect the canopy with

anti-static cleaning agents which are made specifically for Plexiglas.

All non-painted metal surfaces must be regularly wiped clean and protected with

a light coating of grease.



Rev. No.0 K.Juočas

Section 9

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